Spring vehicle



(No Model.) 2 Sheets-Sheet 1.

v W. PELL.

' SPRING VEHICLE.

N0. s'7S;145.- Patented Feb. 21, 1888.

WITNESSES 74/ iNVENTOR 7 72% m BY r I 72. ih ibm ATTORNEYS a FEIERS,Pmmmmm w. wmm m 04 c 2 Sheets-Sheet 2.

(No Model.)

H. W. PELL.

SPRING VEHIGLE. No. 378,146. Patented Feb. 21, 1888.

INVENTUH Ma 28%. BY

fwd PM ATTUHNEYS PATEN.

i FFlfiEt HENRY W. FELL, OF ROME, NEW YORK.

SPRING-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 378,145, dated February21, 1888.

Application filed September 12, 1887.

To aZZ whom it may concern.-

Be it known that I, HENRY W. PELL, of Rome, in the county of Oneida, inthe State of New York, have invented new and useful Improvements inSpring-Vehicles, of which the following, taken in connection with theaccoinpanying drawings, is a full, clear, and exact description.

lhis invention relates to the class of spring vehicles usuallydesignated duplex springvel icles, in which two semi-elliptic springsare arranged at opposite sides of and parallel with the axle and hung onthe same.

The invention in one respect relates more particularly to the devicesfor hanging the spring on the axle, as shown in my Letters Patent "No.$64,284:, dated June 7 1887.

My present invention consists in an improved construction of saidspring-hanging devices designed especially for. the hanging of duplexsprings on the axle; and theinvention also consists in improved devicesfor mounting the iiitlrwheel and the bolster on the central portions ofthe duplex springs, respectively, over the front axle and rear axle, andat the same time sustaining said central portions of the springs of eachset equidistant apart, all as hereinafter fully described, andspecifically set forth in the claims.

In the annexed drawings, Figure l isafront elevation of the forward axleand springs connected thereto. Fig. 2 isan enlarged perspective view ofone end of the duplex spring and its attachment to the axle. Fig. 3 is avertical section of the same, taken through the center and in a planeparallel with the couplingbolt. Fig. l is an inverted plan view of thebracket on which the springs are hung. Fig. 5 is an edge view of one ofthe coupling ends of the springs. Fig. 6 is a top plan view of thesaddle which is mounted on the forward spring with the upper circle ofthe fifth-wheel mounted on said saddle. Fig. 7 is a front elevation ofthe same. Fig. Sis an end elevation. Fig. 9 is a top plan view of thesaddle without the upper circle of the filt-lrwheel. Fig. 10 is a rearelevation of the trusses mounted on the central portion of the rearsprings. Fig. 11 is a top plan view of the same; and Fig. 12 is avertical transverse section on line a; .t', Fig. 11.

Serial No. 249,418. (No model.)

Similar letters of reference indicate corresponding parts.

A represents the axle, which may be either straight or downwardlydeflected in the form of the so-called coachbed axles, as shown in thedrawings. To the end portions of said axle, either at the top or bottom,though preferably at the top, as shown, I rigidly secure brackets B B,either by bolts or by clips 9 g, as shown, or by any other suitable andwellknown means. Each of these brackets has rigidly attached to it andpreferably formed integral with it a barrel, 1', which projects at rightangles from the front and rear of the axle, and has an eye or bolt-holeextending longitudinally through it for the reception of the bolt 0, bywhich the springs are hung on the bracket.

S S represent the springs, which are of the so-called semi-elliptic formand arranged at opposite sides of and parallel with the axle. Thesesprings I provide at each end with a rigid abruptly upwardly-turnedcrank, a, and with an eye, 6, on the end of said crank similar to thestirrup Tin myprior pat-cut hereinbefore referred to, but preferablyformed integral or in one piece with the spring, as illustrated in Fig.5 of the drawings, the aforesaid cranks being maintained in the samever' tical plane with the main portion of the sprin The barrel 1' isprovided on the under side of its projecting portions with openings 8 3,into which the eyes 0 e of the two springs S S are inserted and coupledto the bracket or its barrel by the bolt 0, passing through the eyes ofthe springs.

The springs S S, with their rigid cranks ca,

act similar to the spring with the stirrup attached thereto, as shown inmy prior patent, No. 364,284-i. 0., the longitudinal swaying oi' thesprings toward one side of the vehicle is prevented. When the springsare subjected to aload,ihe straightening and consequent longitudinalexpansion of the springs crowds the cranks a a, at opposite ends of thesprings. with equal force outward, and this outward strain on the cranksprevents the springs from being depressed below a horizontal line, andalso maintains the springs with their centers over the center of therunninggear.

On top of the central portions of the springs I S S, connected to therear axle, I mount metallic trusses f f, which span across the springsand are rigidly securedthereto, preferably by bolts'or rivets passingvertically through the feet of the trusses and through the springs. Thebottom of the feet of said trusses are formed with downward-projectingshoulders to u, by which they bear against opposite edges of thesprings, as shown in Fig. 12 of the drawings, and thus effectuallymaintain the springs equidistant apart. The central portion of eachtruss rises and is thoroughly braced, as shown, at t, to impart amplestrength to the truss. The top of the truss .is formed with a recessedseat, 12, for the reception of the bolster, as indicated by dotted linesin Figs. 10, 11, and 12 of the drawings.

In lieu of the usual head-blocks heretofore mounted on the springs overthe forward axle, I employ a metallic saddle, D,which is formed with acentral arch, Z, standing lengthwise the springs and central between thesame, as shown in Figs. 6 and 7 of the drawings, and at the ends of saidarch the saddle is formed with the trusses ff, which are similar in formto those before described and stand at right angles to the arch and spanacross the two springs upon which they are mounted and rigidly secured,preferably by bolts m m, passing through the feet of the trusses andthrough the springs, said bolts serving at the same time to tie togetherthe leaves of the springs. Over the center of the archZ the saddle D isformed with the pivotal hearing it for the superincumbent fifth-wheelplate which is provided with a corresponding bearing and connectedthereto by a bolt, 19, passing through the center thereof. From thetrusses f f extend horizontally the arms 0 0, on the free ends of whichare thesections 1; tot thelower circle of the fifth-wheel, said armsooand fifth-wheel sections '5 2' being formed in one piece with the saddleD.

It will be observed that the described saddle dispenses with the usualhead-blocks heretofore mounted on the springs, and said saddle is simplein construction,easily molded and cast, and serves to effectuallysustain the central portions of the springs at a uniform distance apart.Besides this the central portion of the springs between the trusses ffis left free to exert its elasticity, whereas the usual headhlocks tiethe central portions of the springs, so as to deprive them of theirelasticity.

Haringdescrihed my invention, what I claim as new, and desire to secureby Letters Patent, 1s--- 1. The spring S, having its attaching endsformed with the abrupt upwardly-bent crank a, maintained in the samevertical plane with the main portion of the spring, substantially asdescribed and shown.

2. The spring S, formed with the abrupt upwardly-bent cranks a a, andwith the'eyes e e on the ends of said cranks, all integral with thespring and in one and the same vertical plane, substantially asdescribed and shown.

3. The combination,with a vehicle-axle and brackets secured to the endportions of said axle, of springs arranged at opposite sides of the axleand terminated with rigid abruptly upwardly turned cranks and hung bysaid cranks on the aforesaid brackets, as set forth.

4. .The combination, with the axle A, of the brackets B B, rigidlymounted on the end portions of the axle and formed with the barrels 'rTpplOjBClilDg at right angles from opposite sides of the axle, thesprings S S, terminated with abrupt upward cranks a a, and with eyes 6 eon said cranks, and coupling-bolts c 0, pass ing through the barrels andeyes of the springs, substantially as set forth.

5. In combination with the cross-springs S S, the saddle D, formed withthe trusses ff, spanning across the springs, and with the pivotalbearings h and fifth-wheel sections t z, all in one piece, substantiallyas described and shown.

6. In combination with the cross-springs S S, the saddle D, formed withthe central arch, Z, standing lengthwise the springs, the trusses f f,spanning across the springs at opposite ends of the central arch, thepivotal bearing h over the center of the arch, the arms 0 0, extendingfrom the trusses, and the fifth-wheel sections 1' ion said arms, allformed in one piece, substantially as described and shown.

In testimony whereof I have hereunto signed my name, in the presence oftwo witnesses, at Syracuse, in the county of Onondaga, in the State ofNew York, this 6th day of September, I

H. P. DENISON, G. L. BENDIXON.

